Gas eng-ine



(No Model.) v I 4 sheets-sheet 1.

L. H. NASH.

-- GAS ENGINE. No. 289,692. Patented Dec. 4, 1883.

(No Model.) 4'SheetsSheet 2.

, L. H. NASH.

GAS ENGINE. N0. 289,692. Patented Dec. 4, 1883 N. FEYERS, Pmmunm hm. Wm

7 i I r N, W I? v UNITED STATES PATENT Trice.

LEWIS HALLOOK NASH, BROOKLYN, ASSIGNOR TO THE NATIONAL METER COMPANY, OF NEW YORK, N. Y.

GAS-ENGINE.

SPECIFICATION forming' part of Letters Jiatent No. 289,692, dated December 4, 1883.

Application filed July 5, 1883.. (No model.) I

To all whom it may concern:

Be it known that I, LEwIs HALLOCK NASH, a citizen of the United States, residing at Brooklyn, in the county of Kingsand State of New York, have invented newanduseful Improvements in Gas-Engines, of which the following is a specification.

In an application for a patent made by me March 19, 1883, I have described and claimed certain matters of invention in a single-acting gas-engine particularly directed to the saving of the heat abstracted by the use of a circulation of water, usually employed to cool the workingcylinder in the form of awater-jacket therefor. The heat hitherto lost in the employment of the water-jacket is by my said invention therein described, absorbed-by the gaseous mixture, after compression, in passing over the heated parts of the engine on its way to the working-cylinder, and the gaseous mixture is thus utilized as a cooling element by reason of being compressed atacomparatively cool temperature, in the presence of water, by the forward stroke of the piston, and caused to pass from a compression-chamber over and around the hot cylinder and the working parts in its passage to the cylinder from asuitable storing-chamber. In this way the compressed working= gases are used as the medium for preventing the cylinder from being unduly heated, and the heat taken therefrom is saved as an element to increase the elastic force of the working-fluid.

In an application for a patent made by me April 18, 1883, I have described certain improvements in the gas-engine, whereby it is adapted to be operated, wholly or in part,with a liquid fuel, as an explosive-gas engine, making its own gas from said liquid fuel, thereby effecting a saving in gas, which is used to start the engine to properly heat the cylinder and the working parts to admit the use of liquid fuel to continue the operation as an explosivegas engine. In the engine described and shown in this said second application provision is made for starting the engine by the pressure of the workingfiuid produced from the liquid fuel stored in a-storage-chamber,

- or by a gaseous vapor evaporated from volatile by meansof gasoline-gas, and thus operate the engine entirely by the vapor of a volatile fuel. The lighter-jets, however, may be supplied by coal-gas for lighting the explosive charge. Provision is made for starting the engine by coal-gas, as in ordinary gas-engines, to properly heat the cylinder and the working parts to admit of the use of the volatile fuel to continue the operation as an explosive engine. In operating the engine by injecting a volatile liquid fuel into a heated portion of the engine-case, the gas evaporated therefrom is conducted into the power-cylinder to form an explosive for operating the engine solely from such gaseous fuel controlled by a cock, and provision is made for operating the engine by conducting gas and air under compression into the cylinder with the vapor of the volatile liquid fuel. I propose, also, to inject water with the volatile liquid fuel within the hot portion of the engine-case, so that the water, while floating the lubricating element for the working parts,will be partially evaporated, and the vapor thereof mingle with the vapor of the gasoline and form a part of the working-fluid.

Having thus briefly stated the several matters of my invention, Iwill now more particularly describe the same, reference being had to the accompanying drawings, which illustrate one form of engine adapted for carrying it into practical effect.

Figure 1 represents a vertical central section of an upright double-cylinder single-acting gas-engine, showing one piston at thepoint;

of ignition and the other on its returning stroke. Fig. 2 represents a similar section taken at right angles to Fig. 1, through the valves. Fig. 3 represents a Vertical section taken centrally between the cylinders, showing the storage-chamber for the combustible mixture compressed in the compression-chamber. Fig. 4 represents a vertical section taken through the valve-chamber of V. Fig. 5 represents a horizontal section taken through the line 00 m of Fig 1. Fig. 6 represents a similar section on the line y 3/ of Fig. 1. Fig. 7 represents a vertical section through the valves in position on the return-stroke of the piston, and Fig. 8 a similar section showing the valves in position when the charge is being admitted.

I have shown my invention as applied to a double-eylinder upright engine, the cranks being set opposite to each other; but two or more cylinders may be arranged inclined to each other, and the cranks may be set at suitable angles. A single cylinder may also be used when the liquid fuel is employed.

The cylinders A A are single-acting, and are formed within an upright case or shell, K, which also incloses the operating parts.

A storage-chamber, D, is formed in the upper part ofthe case or shell, and extends from the top thereof to below the lower heads of the cylinders, on each side of and beneath said cylinders, to give sufficient capacity for a storage-chamber, within which the working-gases are compressed and stored around and beneath the cylinders. This storage-chamber D communicates with the compression-chambers C O of the cylinders, and is supplied therefrom during the working of the engine; but it may be supplied with an explosive mixture by independent means, such as an independent air and gas compression pump. This communication is effected by check-valves 11 U2, arranged in the storage-chamber, and adapted to open a passage in the lower head of the cylinder, as shown in Fig. 1, being closed by a spring and opened under the pressure in the compression chamber, so that the storagechamber D communicates with the compression-chambers and with the power ends of the cylinders, as will be presently described. Beneath this chamber the shell incloses the working parts, and forms a reservoir, I, for oil and water for lubricating the working parts. The cylinders are arranged at the top of the case, and are closed at their upper ends by a removable head, H As the working-fluid is stored at a comparatively-low temperature, and is in contact with both sides and lower heads of the cylinders, it acts as a heat-absorbing medium, and therefore prevents the undue heating of the cylinders and of the operating parts. The supply and exhaust valves are also inclosed by the case, and are subj ected to the cooling effect ofthe compressed working-fluid.

The forward ends of the working-cylinders form compression-chambers 0 0 wherein the volatile liquid is injected, vaporized bycompression with air and water, and with gas when used, and forced into the storage-chamber D asa combustible vapor, where it is constantly maintained under compression for use in the cylinder. The other end of the cylinder is the power end, into which the gases are admitted by the valves and ignited in any suitable way.

The quantity of gas required with the liquid fuel will be very small, and gas may not be used at all in the compression-chamber, but only using gas to effect the lighting of the charge supplied to the lighter-j ets.

The forward ends of the cylinders A A terminate in open cylinders 13 B, Fig. 6, of less diameter than those within which the pistons P I work, and form bearings for the trunks or hollow rods. R R which support the pistons and act as slideways to them. These smaller cylinders R R have sufficient length to form a good bearing and tight joint for the hollow piston-rods, which open into the lubricating-chamber I, and thereby lubricate the piston-rod connections. The pistons P P do not touch the working-cylinders, being supported by the rods It R and provided each with a packing-ring, D D suited to stand a high temperature. Ahollow cap or cover, H H is suitably secured over the rear ends of the pistons to protect them from the direct contact of the ignited gases. The greatest heat will be developed in the end of the cylinder where the gases ignite, and this part of the cylinder will becomeveryhot, and the cap working within this hottest part of the cylinder nearly fills it 011 the return-stroke of the piston, and by making said cap of sufficient length the packing-ring will be caused to work in a comparatively cool part of the cylinder.

Piston-rods It R ,secured to the caps, pass through stuffing-boxes in the cylinder-head H, and serve to support the pistons and pre vent them from touching the cylinders. The case is made air-tight when the chamber I is used for the evaporation of gaseous vapor from a volatile fluid, and it is provided with heads I for access to the working parts.

The power-transmitting crank-shaft S passes through thelower end of the case, and its cranks K are connected to the piston-rods R R by rods R having a rocking bearing on said piston-rods, and connections It which are connected to the wall of the shell K by guidearms It", in a manner and for the purpose set forth in my said first application.

The valves V V are arranged in chambers by the valves v '0 with the cylinder compression-chambers O 0 and communicationwith the valves V V by the throttle-valve a.

The valves V V are operated by the eccentrics 3/ 1 and the connecting-rods x x", the valve V being operated by the eccentric r, set .quartering with the crank K, so as to open the ports of said valve V throughout the full stroke of the piston. This valve V also controls the exhaust, the admission of the products to the compressionchamber G, and the admission of the compressed gases to the cutoff valve V arranged to communicate with the valve V through the passage 6. For the purpose of starting the engine, the passage 6 is connected by the pipe (1 with the cylinderpassage f, so that the valve V may operate the engine independently of the cut-off valve V" while the engine is being started. The valve V operates to cut off the admission of the charge to the cylinder when the cock a of the pipe (1 is closed to light the charge and to operate the lighter-jets.

The compressed gases are admitted to the valves V V'- through the passage F from the storage-chamber D, while the pipes WV \V serve to admit the water and fuel, mixed together, into the valve-ports i i of the valve V, whence it is admitted into the compressionchamber 0 O. The valve V has a lighterspace, L, within which an internal lighter-jet, J, burns, and is supplied through the pipe 19 an external jet, J, being arranged to relight the internal jet, J, at each stroke of the piston, from the same supply.

The lighting of the charge by means of the jets. is the same as that usually practiced in gas-engines; but I may employ any suitable means for ignition, as by the electric spark,

in which case the use of gas may be dispensed with after the engine is in operation with the liquid fuel.

I The valves shown are adapted to operate the engines in one direction only; but I do not limit myself to the use of any particular form of valve, nor to its application to an engine having a fixed point of cut-off, but may use any approved form of valve or operating mechanism with a variable cut-off, or to run either backward or forward.

The liquid fuel may be injected into each compression-chamber, or into one of them, and after passing through the valved opening th erein will fall into the storage-chamber D, where the fuel not previously evaporated by the heat of the compression will be evaporated by contact with the hot engine-walls, so that its vapor will become mixed with the compressed gases in said storage-chamber.

Engines having a variable cut-oft may be operated by simply lighting the mixed gases as they flow into the power-cylinders in starting the engine when cold from the gas in the storagechamber; but I have shown a simple method of starting the engine providedwith a fixed cut-off by means of the gases stored in the chamber around the cylinder. \Vith such a cut-off the valves operate to admit the gaseous charge at the beginning of the stroke, and to continue the admission of the gases throughout the'stroke, except-during the time when, the gases having been ignited in the cylinder,

the pressure of the gases therein is greater started from any part of the stroke not on the dead-center. As soon as a piston has reached the point at which the ignition of the charge takes place the explosion of the same will drive the engine forward, at the same time closing the check-valve 0 or c in the pipe d or (V, and thus prevent further admission of the compressed gases during this stroke, unless the pressure of the exploded gases in the cylinder should fall by expansion and loss of heat to a lower point than the pressure of the gases in the storage-chamber. In such case the engine would be caused to complete its stroke by a further admission of compressed gases. The pressure of the gases inthe storagechamber will be maintained by the fresh supply of the liquid fuel ,which will be compressed in thecompression-chambers G O and delivered as combustible vapor in the storage-chamber D at each stroke of the piston, for since the gases in the power-cylinder are hot, it will not take such a large quantity of the cold gases from the storage-chamber D as to exhaust the latter before the engine is in operation. It will thus be seen that in order to start the engine it is only necessary to have asufficient pressure of gas in the storage-chamber to overcome the friction of the engine.

If the engine has been at work and only stopped for a short time, there will be a sufficient pressure of gas in the storage-chamber for the purpose; but if it has been stopped for .a long time it will be found that the pressure power-cylinder, and therefore will" abstract .heat from it.

The operation of the coacting' pistons and their valves being identical, it W111 be suffi- Lil 4 esaeee cient to describe the operation only of one of the pistons and its valves.

The engine having been started and the t as the latter is opened and closed by the:

valve-port i in the valve V, the air-entrance being formed in the wall of the shell, as shown in Fig. 4. Gas is admitted through the pipe into the port i of valve V, as in Fig. 7, when it enters the port z" of the same valve, while the liquid fuel and the water, mixed together, are admitted through the pipe WV into the same valvespace, the whole passing into the compression-chamber 0 through the port 0 At the same time the waste gases are expelled through the port 0. WVhen the piston has completed its back-stroke, the valves are in the position shown in Fig. 8, the outletport 0 is closed, and the ports 2', g, and NV also closed by the valve V, so that the forward stroke of the piston compresses the liquid fuel and gases contained in the compression-chamber G, forcing them through the stopvalve 1; into the storage-chamber D. At the beginning of the forward stroke of the piston the port 7c of valve V opens communication through the port h with the inlet-passage F, and through the port 0 with the port m of valve V so that the compressed charge passes from the storage-chamber D, through ports and passages F, h, e, m, and f, to the cylinder-space A until the valve V closes said communication with the cylinder-space A by closing the port f, which is shown in Fig. 2 as just, on the point of being closed by the valve V At this time the port i of valve V will be full of gas, which has entered through the pipe 9. The valve V now opens communication with the storage-chamber D, Fig. 8, through port 8, so that the compressed gases entering at s will carry in with them the gas contained in and 2" through port 0", which is opened by port a of valve V and hence they will pass through the passage L into the passage f, 'where they will issue near the lighter-valve V". At this instant the valve .V opens communication between the lighterspace L and pa-ssagef, so that the flame issuing from the lighter-jet J is communicated to the gas issuing from L, and thence to the charge.

The valves are shown in the positions they occupy, respectively, in Fig. 2 just previous to the instant of ignition, in Fig. 7 on the return-stroke of the piston, and in Fi S during the admission of the charge.

I have shown and described my invention as applied to two coacting single cylinders; but it is obvious that I may construct a singlecylinder engine to operate in the same manner.

1n starting the engine when cold, the throttle-valve a, Figs. 3 and 5, is closed, and a mixture of gas and air under pressure is admitted to the storage-chamber D through pipe 19 and cock a The cook a in the pipe cl is now 1 opened, making free communication between the port 6, operated by valve V, and the cylinder-passage f, leading to the cylinder-space A. The cock a is also opened for the same object with relation to the cylinder-space A The throttle-valve a now being opened, the pressure of the compressed gases is admitted through the passage F to port h, and through port 7c of valve Vto port 6. It passes through the pipe (1 and the port f into the cylinderspace A, driving the piston P forward until it has completed its stroke, during which ti me the piston P is making its return-stroke. The valve V now closes the ports 0 k and opens the exhaust-port O for the return-stroke of the piston 1?, while the corresponding valve of piston 1? opens communication with the passage F through its ports 6 ]L2, Fig. 5, so that the compressed gases pass into the cylinder-space A through the pipe d and port f, thus driving the piston 1? forward. As soon as the piston P has reached the point where the gases are ignited, the ignition of the charge is effected by the lighter-valve V", and the explosion of the charge closes the check-valve c of the pipe d thus closing all the communication with the storage-chamber D until the pressure in the cylinder-space A becomes less than that in the storagechamber, at which time more gas will-enter through the pipe (l completing the stroke of the piston P Both cylinders now operate as described, and the enginecase is gradually heated by the ignition of the gases at each stroke, and the cocks and a" are now gradually closed, thus mak ing the engine operate as a simple explosive gas engine. \Vhcn the engine is sufficiently hot, liquid fuel is admitted to one or both of the cylinder compression-chambers, G or C through the pipe \V or WV, Fig. 5, with water for admixture with the entering air and gas. As fast as the liquid fuel is evaporated the supply of gas may be diminished until the engine is operating by the vapor of the liquid fuel, the gas being used to operate the lighterthat is to say, after the engine is in running order I. gradually admit the liquid fuel through the pipes \V and W until the engine is operating by liquid fuel alone, gas being only supplied to the lighter-jets J J through the pipe 19.

I have thus described a simple means of starting a gas-engine wherein the point of cutoff is fixed by the connecting and operating mechanism of the cut-off valve, so as to occur in a definite portion of the stroke; but it will be understood that my invention is not limited to an engine operating in this way, but it may be applied to an engine operated by a variable cut-off as well by adjusting the cut-off so as to first admit the gases through the full stroke andlighting the mixture as it enters the power-cylinder, then causing the engine to cut off shorter until it is in full op eration and sufficiently heated to operateas a simple explosive-gas engine.

I have described the engine as being operated by a combustible mixture produced from the liquid fuel, air, and gas which has been admitted into the compression-chamber O and 0 but I may operate the engine by the vapor of a volatile oil which is injected in the lower lubricating-chamber, I, of the inclosing-case. This chamber I, besides serving as a reservoir for oil to lubricate the working parts, may be utilized as an air-tight storage-chamber for gaseous vapor for operating the engine. This may be done by injecting a volatile fuel through an external pipe, 1), entering the case, the heat of which will evaporate this fuel, so that the upper part of the chamber I will be filled with the vapor of the fuel and water, which may be used for the purpose stated. An external pipe, p, provided with a controlling-cock, a, leads from the chamber I to the pipe 19 by which the lighter-jets are supplied with this combustible vapor to light the charge in the same manner as gas-jets. A pipe, p provided with a controlling-cock, a, leads from the chamber I to the gas-supply pipe 9, by which the engine is supplied with the gaseous vapor thus produced by the volatile fuel. A similar pipe may connect the pipe 9 with the chamber I for the same purpose. I In operating the engine by means of vapor produced in the chamber I, said chamber forms an evaporator for the liquid fuel, and the introduction of air therein is not necessary, the gaseous vapor being supplied to the pipe 9 to operate the engine in the same manner as when gas is used. The vapor from the volatile fuel acts the same as gas, and when the engine is operated by gaseous fuel the chamber I forms the source of supply. In operating the engine by means of this source of supply, if a very volatile fuel is used, as gasoline, it will not be necessary to start the engine with gas first, but the operation may be as follows, viz: Obtaining a pressure of air in the chamber D by means of pipe 19 the engine will be ready to start, the chamber I, containing the gasoline, being full of vapor. By opening cook a of the pipe (1 air will pass into chamber I from chamber D and drive out the fuel vapor through the pipe 12 supplying the engine through the valves and to the pipe 10, to supply the lighter, if desired; but I prefer to use coal-gas to effect the lighting of the charge by the pipe 12 since it is more reliable for the purpose. The engine may now be started by opening cook a of the chamber F, which communicates with the engine-valves, and opening the cook a. of the pipe p, when fuel-vapor from chamber Iwill pass into the pipe 9 and enter the compression-chamber D in the operation of the valves, while the air enters the compression-chamber at i in the operation of the valves. When a less volatile fuel is used, it may be necessary to operate the engine at first by gas until it is hot enough for the gaseous vapor to form in the chamber I, and this change in the method of operating the engine is due to the nature of the fuel used, and not to the engine. 1 v I To assist in evaporating the fuel, I prefer to extend the pipe 01 down in the chamber I, so that its end will be below the surface of the liquid, to deliver the compressed air into the body of the liquid to be evaporated.

It will be understood that there is no connection between the chambers D and I, except through the pipe d and its cook a, and the office of this connection is to force out the gaseous vapor in the chamber I, if the heat therein should not be great enough to supply the vapor in sufficient volume to the engine, and to assist in effecting the evaporation of the volatile liquid injected into said supply-chamber.

A governor may be applied to the cooks of the supply-pipes 10 to control the supply of the gaseous vapor to the engine. These pipes p 12 form an outside communication of the chamber I with the engine; but such communication may be made through cored passages in the engine-case.

An external pipe, d controlled bya cook, a, connects the chamber D with the lower chamber, I, by which compressed air may be caused to enter said chamber I, and thus drive the gases contained in the latter into the engine. In this case the air and vapor will enter the chamber D through the valves o '0 and be compressed in the cylinder-chamber, the same as when using gaseous fuel to operate the engine.

It is also obvious that the engine may be operated by a working fluid produced at the same time in the storage-chamber D and in the lubricating-chamber I, as described, the two supplying-chambers communicating with the valve system of the engine, as shown and stated, or in any suitable way, so long as the engine is constructed and is adapted to pro duce the gas by which it is operated from a liquid fuel capable of being evaporated in the presence of heat and under compression.

- In the construction shown the volatile liquid fuel isinjected into the engine-case upon the heated working-connections to produce gas for operating the engine; but the same result may be obtained by casting a chamber anywhere contiguous to a heated portion of the engine casing or cylinder, into which the volatile liquid may be injected and the gaseous vapor used, as stated, from chamber I.

The construction of the engine provides four steps in methods of operation: first, by means of gas and air, as in ordinary gas-engines; secinjected into the compression chamber and mixed with air; fourth, the chamber I is used 6 esacee to evaporate liquid fuel because it is hot enough to do so, and the vapor of this fuel is conducted to the gas-supply pipes of the engine to operate it. The gases stored in the chamber D are alone sufficient to start the engine in operation, and in this operation it will be necessary to use a supply of gas or a combustible vapor of oil from any source when the engine is cold.

When the engine is operated by liquid fuel injected within the air-compression chamber, it will develop a steady power, as for a marine engine; but when it is desired to operate the engine with a variable power it is best to do so by means of fuel injected within the chamber I, the amount of gaseous fuel supplied to the engine-case being regulated by the supply-cock a, Fig. 2. If desired, such supply may be regulated by a governor.

The two last-deseribed methods of operating the enginemay be eitherusedtogether or separately.

The engine may be operated by gaseous vapor supplied from the chamber I by the pipe 19 the lighter being supplied through the pipe In this case the chamber I-is only a gas or vapor producer, and forms the gas-supply.

vWhen liquid fuel is injected into the compression-chamber C or 0 gas is not needed there, as the liquid will furnish all the fuel required to run the engine, gas only being supplied through the pipe 19'' to effect the light- 1ng.

When the chamber I is not used for producing the working-fluid, as stated, it is used for cooling the lower part of the engine cylinder and ease by injecting cold water therein. The water collecting in the chamber I is thrown around upon all sides of the case, and the oil upon the water will lubricate the parts.

Referring to the use of the combustible mixture, the engine may be operated by gas and air admitted through the pipes g and into the compression-chamber, and thus work as a simple gas-engine indefinitely, if desired. 1

When the engine is hot enough, I may inject liquid fuel into the air entering the compression-chambers C and 0 through pipes W VV as admitted by their respective valve systems,

the liquid fuel being compressed, together with air and gas, and thus operate the engine indefinitely. I maynow cut off the supply of gas from the pipes g and g and operate the engine by liquid fuel,which will be injected into the compression-chamber and compressed with the air.

I have stated that the fuel and water may be admitted through the same pipe, mixed together; but a separate pipe may be used for each, if desired.

In Fig. 5 the water-supply pipes W and WW are shown, and the air and gas supply pipes g and g and it will be understood that these supply-pipes have corresponding relation to the valves of both operating-cylinders, while in Fig. 2 is shown thepipe WV, through which liquid fuel-with water is injected into the chamher I, and the vapor produced therefrom used to operate the engine, as described. It will be understood, however, referring to my said application filed April 18, 1 883, of which this is a division, that I do not claim herein anything claimed in said application, the same subject-matter of invention being shown and described herein which is claimed therein.

I claim 1. The combination, in a gas-engine, of one or more single-acting cylinders with the storage-chamber D and the chamber I, the fender surrounding the working-cylinders and communicating with them through valves at both ends, and the latter chamber inclosing the operating-connections of the engine, and communicatin g with the storagechamber and with the valves which control the operation of the engine, substantially as described.

2. The combination, in a gas-engine, of one or more single-acting cylinders with the storage-chamber D, communicating with the said cylinder or cylinders at both ends, the chamber I, inclosing the operating-connections, and means, substantially such as described, whereby said chamber I has communication with said storage-chamber and the valve system of the engine, for the purpose specified.

3. In a gas-engine, the combination of one or more single-acting cylinders with the storage-chamber D, communicating with said cylinder or cylinders at both ends through suitable valves, the chamber I, inclosing the operating-connections, the pipes d 19 12 1) W provided with cooks, the inlet and exhaust valves V V and the lighter-j ets, substantially as described, for the purpose specified.

4. The method substantially herein de scribed of operating a gas-engine, which con sists in injecting a volatile liquid fuel into a heated portion of the engine-case and vaporizing it therein to formthe working-fluid.

5. The method substantially herein described of operating a gas-engine, which consists in injecting a volatile liquid fuel into a heated portion of the engine-case, and conducting the gas produced from said volatile fuel into the working-cylinder by the operation of the valves, and to the lighter-jets.

6. The method substantially herein described of operating a gas-engine, which consists in injecting a volatile liquid fuel into a heated portion of the engine-case, conducting the vapor produced from said volatile fuel, with a charge of gas and air under compression, into the power-cylinder to form an eX- plosive charge for operating the engine, and lighting the charge by means of a separate supply of gas.

7. The method substantially herein described of operating a gas-engine, which consists in injecting a volatile liquid fuel with water within a hot portion of the engine-case, where the same is evaporated, leading the fuelvapor so produced through the valves to oplerate the engine, and controlling the supply 'Inear the bottom thereof, whereby air under compression is discharged from the said storage-chamber into the liquid in said chamber I, to assist in its evaporation.

'9. The method substantially herein described of operating a gas-engine, which consists in injecting a volatile liquid fuel into a heated vaporizing -chamber with water and air, and conducting the gaseous product therefrom into the working cylinder in charges through the engine-valves.

10. The combination, in a gas-engine, of the storage-chamber D and the chamber I with means, substantially such as described whereby both chambers may form supply-chambers for the working-fluid, and cooperate in supply ing the combustible charge to the power cylinder or cylinders, and means for controlling such supply with air and Water for operating the engine.

11. The method substantially herein de scribed of operating a gas-engine by liquid fuel, which consists in injecting a volatile liquid fuel into a heated portion of the engine-casing, passing a portion of the compressed-air charge from a storage-chamber of the cylinder through the volatile liquid contained within said heated part of the casing, conducting the mixed air and fuel-vapor therefrom to the valve system of the engine, and conducting a separate charge of compressed air to said valves from the said cylinder-chamber. 1

In testimony whereof I have hereunto set my hand in the presence of two subscribing witnesses.

. LEWIS HALLOOK NASH.

\Vitnesses:

CHRISTOPHER O. WHITTEMORE, WVILLIAM O. VESTERVELT. 

